Private transport usually provides 'door to door' transport (albeit with a walk between the car park and ultimate destination) and whilst this is not always a realistic
possibility for public transport the concept of 'transport integration' is to provide a 'seamless' journey that is as 'door to door' as possible.
This is achieved by planning services so that where a change of vehicle is required passengers can enjoy easy to use, pleasant & sheltered interchange facilities plus
short waits for the next service. Furthermore, just as when a motorist buys fuel they do so once for the whole journey so with passenger transport the passenger should be
able to benefit from through 'one purchase' ticketing for the whole journey.
Public transport can often be thought of rather like a tree, with a large trunk that feeds into smaller branches, and ultimately, twigs.
InterCity railways represent the trunks; high capacity urban, suburban and underground rail systems represent the major branches; monorails, rural railways and urban tramways represent
the smaller branches, etc., down to low capacity small minibuses and automated 'cabin' transports for the twigs.
As with trees all these components are important to the overall health of the system; so whilst the 'chopping-off' (closure) of a few smaller branches may not appear to have an immediate
negative effect ultimately it will harm the whole entity (as experience in Britain with the many railway branch-line, tramway and trolleybus closures in the 1950's and 1960's has
demonstrated with the present-day severe traffic congestion experienced in many areas).
Sometimes trains become delayed and run late - even in Switzerland! However what is important is how the train operator reacts / treats the passengers to help ensure they suffer
minimal inconvenience.
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In Switzerland they will hold connecting trains for delayed passengers - even though the next service might be 30-60 minutes later - as the Swiss know that whilst
journey times are important for many passengers the journey may require a transfer to a connecting service, and ultimately its the overall journey time which matters. |
Meanwhile here in Britain the system works in the opposite way and with the exception perhaps of the few connections which are guaranteed in the
timetable the system is designed to financially penalise (by fining) British train operators if they hold their trains to await late running services. This policy can and occasionally
does leave some passengers stranded. This arrangement gives rise to the assumption that as long as train operators are making money, the stock market is doing well and shareholders are
earning big dividends, so thats all that matters.
Examples of Transport IntegrationBetween street transport (trams & buses) and trains. |
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| Düsseldorf, Germany. For ease of interchange the street trams are located in a large pedestrian piazza right outside
the main railway station's front entrance. This is accepted practice in most large European cities. |
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Essen, Germany. For the passengers' convenience the bus stops right outside the suburban railway station entrance. NB The clickable large image has been sourced from S-VHS-C
videotape and is a little fuzzy. |
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Montreal, Canada - easy interchange between the buses and the Métro (right), which to protect it from the snowy winters is fully enclosed.
A train can be seen in
the station (more easily perhaps on the clickable larger version of this image). |
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Toronto, Canada. Combined bus / subway station - as with many of Toronto's well-planned interchanges passengers entering from the street pass
through the ticket turnstiles and then turn left for the street transport (in this case buses) or right for the subway. Having the bus stop within the station's 'fare paid' zone
also means that when interchanging between the modes even single-trip 'cash' fare passengers do not need to pay a second fare. |
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| Brentwood station, Calgary, Canada - a high level walkway links the light rail with feeder buses and car parks. |
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Escalators, fixed steps and a lift (elevator) give people of every mobility complete freedom of movement between the high level walkway and light rail platforms. |
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The Dutch often design interchange stations on the principle of one transport being grade separated so that it can cross another transport at an angle, as this helps create the possibility of
easy interchange with the minimum of walking distance.
This example comes from Amsterdam. |
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Salzburg, Austria - a 5 platformed trolleybus station right outside the main railway station - for the passengers' convenience the two island platforms also feature direct
steps / escalator access to the local railway, which here is located underground. |
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| Croydon, England - a 3 track tram station right outside the main (East) Croydon mainline railway station - not seen is the bus station, this being about a minute's walk away. |
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Croydon, England - an example showing easy interchange between trams and buses at a location where the two travel on a parallel road / tramway. The bus stop for the other direction is on the other
side of the road / just next to the traffic signalled pedestrian crossing, whilst the other directions' tram stop is just out of sight immediately to the right of this tram. |
Between different types of rail services. Wherever possible the optimum interchange will be either of the 'cross platform' or 'same level' types. Both imply that passengers will not (usually) need to negotiate any steps,
the difference being that 'cross platform' interchanges usually involve just a few metres walk across a platform to the other side whilst 'same level' interchanges will require a short walk along
a passageway or to a completely different part of the platform. |
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| At Barking, Essex the eastbound District Line trains provide cross platform interchange with mainline services on both sides. The platform on the near side serves trains heading towards Southend-on-Sea
whilst the platform on the far side is the terminus for trains on a quiet (because trains are too infrequent and poorly promoted) urban service which uses 'pay trains' - the passengers pay their fare to a
conductor and not at the station. |
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Cross platform interchange on a cold snowy afternoon between the Tunnelbanan (underground) and Nockebybanan light rail line at Alvik station, Stockholm, Sweden. As this is the trams'
terminus arriving tramcars deposit passengers at the correct platform to interchange with city-bound Tunnelban trains and then shunt into this platform where they wait for out-bound passengers. |
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| A split level platform separated by steps and ramps (further along platform) provides interchange between trams designed for kerb-height boarding and light rail vehicles designed for high-platforms in Essen, Germany. |
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Same - level interchange between two different lines on the London Underground. The two sets of platforms are in individual tunnels linked by cross passages. |
Amsterdam Duivendrecht station is an excellent example of an interchange station that was designed to be easy to use.... |
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(above left) At the upper level there are two island platforms with each being for interchange between metro and long-distance trains
travelling in the same direction; the metro's trains are shorter and its platforms do not extend beyond the station roof
At the lower level (above right) are platforms for trains on a
different route. The concourse between these platforms has the steps / lifts etc; to the upper level platforms.
Interchange facilities with other modes of transport. |
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| A suburban railway / metro station in Amsterdam, Holland. The Dutch love their cycles, and to help encourage more people to use this mode of transport frequently locate secure cycle parking areas
outside suburban railway stations. |
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Sydney's Circular Quay is an excellent example of a rail / boat interchange point. NB The clickable large image has been sourced from S-VHS-C videotape and is a little fuzzy. |
